U.S. patent application number 14/663871 was filed with the patent office on 2015-10-01 for high speed propulsion system with inlet cooling.
The applicant listed for this patent is General Electric Company. Invention is credited to Narendra Digamber Joshi, Ross Hartley Kenyon.
Application Number | 20150275762 14/663871 |
Document ID | / |
Family ID | 54189637 |
Filed Date | 2015-10-01 |
United States Patent
Application |
20150275762 |
Kind Code |
A1 |
Kenyon; Ross Hartley ; et
al. |
October 1, 2015 |
HIGH SPEED PROPULSION SYSTEM WITH INLET COOLING
Abstract
A cooling system for a turbine engine including a heat exchanger
in fluid communication with a first fluid inlet stream and disposed
upstream and in fluid communication with a core engine. The heat
exchanger operative to cool the first fluid inlet stream. The heat
exchanger including a heat exchanger inlet for input of a heat
exchanging medium for exchange of heat from the first fluid inlet
stream to the heat exchanging medium. The heat exchanger further
including a heat exchanger outlet for discharge of a heated output
stream into one of a turbine of a downstream engine, an augmentor
or a combustor of the core engine. The heated output stream
provides an additional flow to the downstream engine. A turbine
engine including the cooling system is disclosed.
Inventors: |
Kenyon; Ross Hartley;
(McMinnville, TN) ; Joshi; Narendra Digamber;
(Niskayuna, NY) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
General Electric Company |
Schenectady |
NY |
US |
|
|
Family ID: |
54189637 |
Appl. No.: |
14/663871 |
Filed: |
March 20, 2015 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61971336 |
Mar 27, 2014 |
|
|
|
Current U.S.
Class: |
60/39.17 ;
60/806 |
Current CPC
Class: |
F02C 6/00 20130101; F01D
25/12 20130101; F05D 2220/80 20130101; F02K 3/11 20130101; F02C
7/14 20130101; F02C 7/143 20130101; F05D 2220/323 20130101; F02K
3/10 20130101; F01D 13/02 20130101; Y02T 50/60 20130101; F02K 3/075
20130101; F01D 13/003 20130101; F02C 9/18 20130101; F02K 7/14
20130101; F05D 2260/213 20130101; F02C 3/305 20130101; F02C 7/16
20130101 |
International
Class: |
F02C 7/14 20060101
F02C007/14; F02C 6/20 20060101 F02C006/20; F02C 9/18 20060101
F02C009/18; F02C 7/16 20060101 F02C007/16; F02C 7/18 20060101
F02C007/18 |
Claims
1. A turbine engine including a cooling system, the turbine engine
comprising: a core engine comprising an intake side and an exhaust
side, the core engine configured to receive a first fluid stream
and discharge an exhaust flow stream; a bypass flow turbomachine
disposed to receive a second fluid stream and the exhaust flow
stream from the core engine and discharge a secondary exhaust flow
stream, the bypass flow turbomachine including a augmentor; and an
inlet heat exchanger in fluid communication with the first fluid
stream and disposed upstream and in fluid communication with the
core engine, the inlet heat exchanger operative to cool the first
fluid stream, the heat exchanger comprising: a heat exchanger inlet
for input of a heat exchanging medium for exchange of heat from the
first fluid stream to the heat exchanging medium; and a heat
exchanger outlet for discharge of a heated output stream, wherein
the heated output stream provides an additional flow into the
bypass flow turbomachine.
2. The turbine engine of claim 1, wherein the heat exchanging
medium is comprised of at least one of water and fuel.
3. The turbine engine of claim 2, wherein the fuel is at least one
of a liquid natural gas and a thermally stabilized liquid fuel.
4. The turbine engine of claim 1, wherein the heated output stream
is comprised of at least one of steam and fuel.
5. The turbine engine of claim 4, wherein the inlet heat exchanger
includes a catalyst and the heated output stream is comprised of
reformed gaseous fuel.
6. The turbine engine of claim 1, wherein the heated output stream
is output to the augmentor and configured to provide cooling of the
augmentor.
7. The turbine engine of claim 1, wherein at least a portion of the
heated output stream is output to a combustor of the core
engine.
8. The turbine engine of claim 1, wherein at least a portion of the
heated output stream is output to at least one of a turbine of the
bypass flow turbomachine, an injector of the augmentor and the
combustor of the core engine.
9. The turbine engine of claim 8, wherein at least a portion of the
heated output stream is output to the augmentor and configured for
one of cooling the augmentor walls or to burn as fuel.
10. The turbine engine of claim 9, wherein at least a portion of
the heated output stream is output to the augmentor and configured
for cooling the augmentor walls and discharged from the augmentor
as steam to one of a turbine of the bypass flow turbomachine or to
the combustor of the core engine.
11. The turbine engine of claim 1, further comprising an isolator,
wherein the isolator includes the inlet heat exchanger, and wherein
a boundary layer flow of an incoming fluid stream is drawn into the
heat exchanger and into the core engine as the first fluid
stream.
12. The turbine engine of claim 11, further comprising one or more
flaps at a leading end of the heat exchanger to permit bypass of
the heat exchanger at low Mach numbers.
13. The turbine engine of claim 1, further comprising a scram jet
disposed about the core engine and the bypass flow
turbomachine.
14. The turbine engine of claim 13, wherein the scram jet is
disposed in alignment with the inlet heat exchanger and configured
to provide for passage therethrough of a second flow stream.
15. The turbine engine of claim 13, wherein the bypass turbomachine
is positioned aft of the core engine and wherein the bypass
turbomachine and the core engine are aligned about a common
centerline.
16. A cooling system for a turbine engine comprising: a heat
exchanger in fluid communication with a first fluid inlet stream
and disposed upstream and in fluid communication with a core
engine, the heat exchanger operative to cool the first fluid inlet
stream, the heat exchanger comprising: a heat exchanger inlet for
input of a heat exchanging medium for exchange of heat from the
first fluid inlet stream to the heat exchanging medium; and a heat
exchanger outlet for discharge of a heated output stream into one
of a turbine of a downstream engine, an augmentor or a combustor of
a core engine, whereby the heated output stream provides an
additional flow to the downstream engine.
17. The cooling system of claim 16, wherein at least a portion of
the heated output stream is output to the augmentor and configured
for cooling the augmentor walls and discharged from the augmentor
as steam to one of the turbine or to the combustor of the core
engine.
18. The cooling system of claim 16, wherein at least a portion of
the heated output stream is output to a combustor of the core
engine.
19. The cooling system of claim 16, wherein the heat exchanging
medium is comprised of at least one of water and fuel and the
heated output stream is comprised of at least one of steam, fuel
and a reformed gaseous fuel.
20. A turbine engine including a cooling system, the turbine engine
comprising: a core engine comprising an intake side and an exhaust
side, the core engine configured to receive a first fluid stream
and discharge an exhaust flow stream; a bypass flow turbomachine
disposed to receive a second fluid stream and the exhaust flow
stream from the core engine and discharge an exhaust flow stream,
the bypass flow turbomachine including a augmentor; and an inlet
heat exchanger in fluid communication with the first fluid stream
and disposed upstream and in fluid communication with the core
engine, the inlet heat exchanger operative to cool the first fluid
stream, the heat exchanger comprising: a heat exchanger inlet for
input of a heat exchanging medium for exchange of heat from the
first fluid stream to the heat exchanging medium, wherein the heat
exchanging medium is at least one of water and fuel; and a heat
exchanger outlet for discharge of a heated output stream, wherein
the heated output stream is at least one of steam, a fuel and a
reformed gaseous fuel, wherein at least a portion of the heated
output stream is output to at least one of a turbine of the bypass
flow turbomachine, an injector of the augmentor and a combustor of
the core engine.
Description
BACKGROUND
[0001] The present disclosure relates in general to turbine
systems, and more particularly high-speed propulsion system and
inlet cooling for such high-speed propulsion systems.
[0002] High-speed propulsion turbine systems are designed to
facilitate supersonic and hypersonic air transport. For example, a
conventional gas turbine system includes a compressor section, a
combustor section, and at least one turbine section. The compressor
section is configured to compress air as the air flows through the
compressor section. The air is then flowed from the compressor
section to the combustor section, where it is mixed with fuel and
combusted, generating a hot gas flow. The hot gas flow is provided
to the turbine section, which utilizes the hot gas flow by
extracting energy from it to power the compressor, and create
thrust by expelling these from the engine at high speeds.
[0003] One of the challenges of developing high-speed propulsion
turbine system is managing the extreme stagnation conditions at the
inlet during high speed flight. Traditional methods of approaching
the problem include cocooning of the gas turbine engine and
allowing the high temperature flow to bypass the turbomachinery and
directly enter the combustion system. While cocooning at design
speeds keeps the high temperature air out of the turbomachinery,
the turbomachinery has to be designed to accommodate significantly
higher air temperatures to allow the aircraft to accelerate to
design speeds. This requires new, expensive high temperature alloys
to be developed and a redesign of the turbomachinery to accommodate
high temperatures.
[0004] Development costs for any high speed propulsion system are
high and first time yield is low as most applications are built
from a new centerline and limited opportunities exist for ground
testing at representative conditions.
[0005] Accordingly a high speed propulsion turbine system that
minimizes development and unit costs by leveraging existing engine
technology, while providing a novel solution for inlet cooling and
high-speed flight is desirable.
BRIEF DESCRIPTION
[0006] In accordance with one exemplary embodiment, a turbine
engine including a cooling system is disclosed. The turbine engine
including a core engine comprising an intake side and an exhaust
side and configured to receive a first fluid stream and discharge
an exhaust flow stream. The turbine engine further including a
bypass flow turbomachine disposed to receive a second fluid stream
and the exhaust flow stream from the core engine and discharge an
exhaust flow stream. The bypass flow turbomachine including an
augmentor. An inlet heat exchanger is in fluid communication with
the first fluid stream and disposed upstream and in fluid
communication with the core engine. The inlet heat exchanger is
operative to cool the first fluid stream. The heat exchanger
includes a heat exchanger inlet for input of a heat exchanging
medium for exchange of heat from the first fluid stream to the heat
exchanging medium and a heat exchanger outlet for discharge of a
heated output stream. The heated output stream provides an
additional flow into the bypass flow turbomachine.
[0007] In accordance with another embodiment, a cooling system for
a turbine engine is disclosed. The cooling system includes a heat
exchanger in fluid communication with a first fluid inlet stream
and disposed upstream and in fluid communication with a core
engine. The heat exchanger is operative to cool the first fluid
inlet stream. The heat exchanger including a heat exchanger inlet
for input of a heat exchanging medium for exchange of heat from the
first fluid inlet stream to the heat exchanging medium and a heat
exchanger outlet for discharge of a heated output stream into one
of a turbine of a downstream engine, an augmentor or a combustor of
a core engine.
[0008] In accordance with another embodiment, a turbine engine
including a cooling system is disclosed. The turbine engine
includes a core engine, a bypass flow turbomachine and an inlet
heat exchanger. The core engine includes an intake side and an
exhaust side, and is configured to receive a first fluid stream and
discharge an exhaust flow stream. The bypass flow turbomachine is
disposed to receive a second fluid stream and the exhaust flow
stream from the core engine and discharge an exhaust flow stream.
The bypass flow turbomachine includes an augmentor. The inlet heat
exchanger is in fluid communication with the first fluid stream and
disposed upstream and in fluid communication with the core engine.
The inlet heat exchanger is operative to cool the first fluid
stream. The inlet heat exchanger includes a heat exchanger inlet
and a heat exchanger outlet. The heat exchanger inlet provides
input of a heat exchanging medium for exchange of heat from the
first fluid stream to the heat exchanging medium. The heat
exchanging medium is at least one of water and fuel. The heat
exchanger outlet provides discharge of a heated output stream,
wherein the heated output stream is at least one of steam, a fuel
and a reformed gaseous fuel. At least a portion of the heated
output stream is output to at least one of a turbine of the bypass
flow turbomachine, an injector of the augmentor and a combustor of
the core engine.
DRAWINGS
[0009] These and other features and aspects of embodiments of the
present invention will become better understood when the following
detailed description is read with reference to the accompanying
drawings in which like characters represent like parts throughout
the drawings, wherein:
[0010] FIG. 1 is a diagrammatic illustration of a portion of a
high-speed propulsion system, according to one or more embodiments
shown or described herein;
[0011] FIG. 2 is a diagrammatic illustration of a portion of an
alternate embodiment of a high-speed propulsion system, according
to one or more embodiments shown or described herein;
[0012] FIG. 3 is a diagrammatic illustration of a portion of an
alternate embodiment of a high-speed propulsion system, according
to one or more embodiments shown or described herein;
[0013] FIG. 4 is a diagrammatic illustration of a portion of an
alternate embodiment of a high-speed propulsion system, according
to one or more embodiments shown or described herein;
[0014] FIG. 5 is a diagrammatic illustration of a high-speed
propulsion system disposed in a vehicle, according to one or more
embodiments shown or described herein;
[0015] FIG. is a diagrammatic illustration of an alternate
embodiment of a high-speed propulsion system disposed in a vehicle,
according to one or more embodiments shown or described herein;
[0016] FIG. 7 is a diagrammatic illustration of a high-speed
propulsion system including a scramjet, according to one or more
embodiments shown or described herein;
[0017] FIG. 8 is a diagrammatic illustration of an alternate
embodiment of high-speed propulsion system including a scramjet,
according to one or more embodiments shown or described herein;
and
[0018] FIG. 9 is a diagrammatic illustration of an alternate
embodiment of high-speed propulsion system, according to one or
more embodiments shown or described herein.
DETAILED DESCRIPTION
[0019] Embodiments of the present invention relate to a high speed
propulsion system including inlet cooling in a turbine engine. As
used herein, high speed propulsion system is applicable to various
types of turbomachinery applications such as, but not limited to,
turbojets, turbo fans, turbo propulsion engines, aircraft engines,
gas turbines, steam turbines and compressors. In addition, as used
herein, singular forms such as "a", "an", and "the" include plural
referents unless the context clearly dictates otherwise. One or
more specific embodiments of the present disclosure will be
described below. In an effort to provide a concise description of
these embodiments, not all features of an actual implementation are
described in the specification.
[0020] Referring now to the drawings, in which like numerals refer
to like elements throughout the several views, FIG. 1 is a
schematic illustration of a turbine engine including a cooling
system, and more particularly, an exemplary high-altitude,
high-speed propulsion system 10 in accordance with the present
disclosure. The present disclosure describes a high-altitude, high
propulsion system wherein the term "high-altitude" is intended to
indicate operational at altitudes greater than approximately 50,000
feet. In addition, the term "high-propulsion" is intended to
indicate operational at speeds in excess of approximately Mach
2.5.
[0021] The high-speed propulsion system 10, as illustrated,
includes a core engine 12, configured for operation at near
sea-level inlet conditions and a bypass flow turbomachine 14, such
as a stacked-annular compressor-turbine rotor system (SACTRS) 15,
disposed downstream of the core engine 12. In an embodiment, the
bypass flow turbomachine 14 includes an augmentor 16. Reference
numeral 18 may be representative of a centerline axis of the core
engine 12 and reference numeral 20 may be representative of a
centerline axis of the bypass flow turbomachine 14. The engine
assembly 10 further includes an intake side 22 and an exhaust side
24. An inlet heat exchanger 26 is disposed upstream and at an inlet
28 of the core engine 12. An inlet isolator 30 is disposed upstream
of the inlet heat exchanger 26, so as to sandwich the heat
exchanger 26 therebetween the inlet isolator 30 and the core engine
12.
[0022] In the exemplary embodiment, the core engine 12 includes, in
serial downstream flow communication, a multistage axial
high-pressure compressor 32, an annular combustor 34, and a
high-pressure turbine 36 suitably joined to the multistage axial
high-pressure compressor 32 by a high-pressure drive shaft 38. The
high-pressure turbine 36 includes a plurality of rotating
components, and more specifically rotor blades and a plurality of
stationary components, and more specifically stators. The core
engine 12 further includes an exhaust duct 40 in fluid
communication with the bypass flow turbomachine 14.
[0023] The bypass flow turbomachine 14 includes a high-pressure
compressor 42 and a high-pressure turbine 44. An inlet isolator 46
is disposed upstream of the high-pressure compressor 42. During
operation, hot core gases (described presently) are discharged into
an exhaust section 48 of the engine 10 that includes the augmenter,
or afterburner, 16 from which they are discharged from the engine
10 through a variable ratio converging-diverging exhaust nozzle
50.
[0024] In an embodiment, augmentor 16 includes fuel injectors (such
as spraybars or v-gutters) and flameholders, generally referenced
52, that are mounted between the turbines 44 and the exhaust nozzle
50 for injecting additional fuel during reheat operations. The
injection of additional fuel provides burning in the augmentor 16
and produces additional thrust. Thrust augmentation or reheat using
such fuel injection is referred to as wet operation, while
operating dry refers to operation conditions where thrust
augmentation is not used.
[0025] In the embodiment illustrated in FIG. 1, during operation, a
first fluid stream 60 is input at inlet 28, and more particularly
via isolator 30. The compressor 32 compresses the first fluid
stream 60 entering the high-speed propulsion system 10 through the
intake side 22. A heat exchanging medium 62, such as water or fuel,
is input into an inlet 64 of the inlet heat exchanger 26. In this
particular embodiment, the heat exchanging medium 62 is water 66.
After passage through the heat exchanger 26, a resulting heated
output stream 67 is output via an outlet 65 and injected into the
downstream turbine stages 44 to increase power output. In this
particular embodiment, the resulting heated output stream 67 is an
output flow of steam, and more particularly a superheated steam 68.
In an embodiment, the superheated steam 68 may supply approximately
600 shp, thereby boosting the turbine work by approximately 30%. As
best illustrated in FIG. 1, in a preferred embodiment, the
superheated steam 68 is injected into a collector, such as a
volute, 70 and ducted to the turbines 44. In this particular
embodiment, an input fuel stream 72 is split, with a portion
injected into combustor 34 of the core engine 12 and a portion
injected into the augmentor 16 via the fuel injectors 52. During
operation, the first fluid stream 60 is compressed by the
high-pressure compressor 32 and is delivered to the combustor 34.
Moreover, the combusted airflow from the combustor 32 drives the
rotating high-pressure turbine 36 and exits the core engine 12 as
an exhaust flow stream 74. The exhaust flow stream 74 is ducted via
the exhaust duct 40 to the turbines 44 of the bypass flow
turbomachine 14 and drives the turbines 44.
[0026] In addition, a second fluid stream 76 is input at an inlet
78 of the bypass flow turbomachine 14, via the inlet isolator 46.
The compressor 42 draws air from the second fluid stream 76 and
compresses the fluid that is ultimately exhausted from the bypass
flow turbomachine 14 as a secondary exhaust flow stream 80. The
secondary exhaust flow stream 80 is fed to the augmentor 16. In the
illustrated augmentor configuration, core exhaust gases 74 and fuel
72 from the fuel injectors 52 is ignited and combusted in the
augmentor 16 prior to discharge through the exhaust nozzle 50.
[0027] The high speed propulsion system 10 as disclosed herein is
configured to operate in various modes dependent upon flight
conditions. In the embodiment illustrated in FIG. 1, at low
altitude and low speed conditions, typically below approximately
30,000 ft., the augmentor 16 would not be functional and the inlet
heat exchanger 26 would be bypassed. As the vehicle is accelerated,
the augmentor 16 would be utilized. At very high speeds, typically
in excess of approximately Mach 2.5, the inlet heat exchanger 26
would be utilized to lower an inlet temperature of the core engine
and provide and increase in power output of the turbines 44.
[0028] Referring now to FIG. 2, illustrated is an alternate
embodiment of the high-speed propulsion system according to the
disclosure. More specifically, illustrated is a high speed
propulsion system 100, similar to the high speed propulsion system
10 of FIG. 1, including the use of water as a heat exchanging
medium 62. It should be understood that like elements have like
numbers throughout the embodiment.
[0029] In the embodiment illustrated in FIG. 2, during operation, a
first fluid stream 60 is input at inlet 28, and more particularly
via isolator 30. The compressor 32 compresses the first fluid
stream 60 entering the high-speed propulsion system 10 through the
intake side 22. A heat exchanging medium 62, and more specifically
water 66, is input into an inlet 64 of the inlet heat exchanger 26.
After passage through the heat exchanger 26, a resulting heated
output stream 67 is output via an outlet 65 for use in the
augmenter 16 to cool the augmentor. In this particular embodiment,
the resulting heated output stream 67 is an output flow of
superheated steam 68. Subsequently, a return stream, and more
particularly an augmentor cooling stream 69, raised to a suitable
temperature (up to 2500 R) in the augmenter 16, is injected into
the combustor 34 of the core engine 12 where it offsets fuel
consumption by up to approximately 40%. In addition, use of the
superheated steam 68 in the core engine 12 would also reap the
aforementioned work benefits in the bypass flow turbomachine.
[0030] Referring now to FIGS. 3 and 4, illustrated are alternate
embodiments of the high-speed propulsion system according to the
disclosure in which fuel is used, in addition to, or in lieu of,
water as the heat exchanging medium 62. Referring more specifically
to FIG. 3, illustrated is a high speed propulsion system 110,
similar to the high speed propulsion systems 10 and 100 of FIGS. 1
and 2, respectively. In this particular embodiment, fuel 72 is
utilized, in addition to the use of water 66, as a heat exchanging
medium 62. It should be understood that like elements have like
numbers throughout the embodiment.
[0031] In the embodiment illustrated in FIG. 3, during operation, a
first fluid stream 60 is input at inlet 28, and more particularly
via isolator 30. The compressor 32 compresses the first fluid
stream 60 entering the high-speed propulsion system 10 through the
intake side 22. A heat exchanging medium 62, and more specifically
water 66 and fuel 72, are input into an inlet 64 and inlet 73,
respectively, of the inlet heat exchanger 26. In one specific
configuration, the fuel 72 is input in a separate circuit of the
heat exchanger 26. During operation the fuel 72 is heated in the
inlet heat exchanger 25 to a temperature below its coking limit,
thus offsetting the required flow of water 66. After passage
through the heat exchanger 26, a resulting heated output stream 67
is output via an outlet 65 and injected into the downstream turbine
stages 44 to increase power output. In this particular embodiment,
the resulting heated output stream 67 includes an output flow of
superheated steam 68. As best illustrated in FIG. 3, in a preferred
embodiment, the superheated steam 68 is injected into a collector,
such as a volute, 70 and ducted to the turbines 44. In addition,
the input fuel stream 72, after passage through the heat exchanger
26, is output via an outlet 73 as a split stream with a portion
injected into combustor 34 of the core engine 12 and a portion
injected into the augmentor 16 via the fuel injectors 52.
Accordingly, in this particular embodiment, the resulting heated
output stream 67 includes an output flow of superheated steam 68
and an output flow of fuel 72. During operation, the first fluid
stream 60 is compressed by the high-pressure compressor 32 and is
delivered to the combustor 34. Moreover, the compressed airflow
from the combustor 32 drives the rotating high-pressure turbine 36
and exits the core engine 12 as an exhaust flow stream 74. The
exhaust flow stream 74 is ducted via the exhaust duct 40 to the
turbines 44 of the bypass flow turbomachine 14 and drives the
turbines 44. In an embodiment, use of the superheated steam 68 in
the core engine 12 would provide work benefits in the bypass flow
turbomachine.
[0032] Alternatively, or in addition to, after passage through the
heat exchanger 26, the resulting flow of superheated steam 68 may
be used in the augmenter 16 to cool the augmentor components as
previously described with regard to FIG. 2. Subsequently, the
superheated steam 68, raised to a suitable temperature (.about.2500
R) in the augmenter 16, is injected into the combustor 34 of the
core engine 12 where it offsets fuel consumption by up to
approximately 40%.
[0033] Referring now to FIG. 4, illustrated is a high speed
propulsion system 120, similar to the high speed propulsion systems
10, 100 and 110 of FIGS. 1-3, respectively. In this particular
embodiment, high speed propulsion system 120 is configured to
perform steam reforming of an input fuel 72 to improve the cooling
capacity of the heat exchanger 26, in addition to the use of water
66, as a heat exchanging medium 62. It should be understood that
like elements have like numbers throughout the embodiment.
[0034] In the embodiment illustrated in FIG. 4, a hydrocarbon fuel
72, when combined with steam formed by the water 66 in the heat
exchanger 26, and in the presence of a catalyst at high
temperature, will form carbon monoxide and hydrogen. The process is
endothermic and would thus serve to further improve the cooling
capacity of the heat exchanger 26. The combustor 34 of the core
engine 12 and the augmentor 16 are designed to make use of the
reformed, gaseous fuel 124.
[0035] In the embodiment illustrated in FIG. 4, during operation, a
first fluid stream 60 is input at inlet 28, and more particularly
via isolator 30. The compressor 32 compresses the first fluid
stream 60 entering the high-speed propulsion system 10 through the
intake side 22. A heat exchanging medium 62, and more specifically
water 66 and fuel 72, are input into an inlet 64 and inlet 73,
respectively, of the inlet heat exchanger 26. A catalyst 122
contained within the heat exchanger 26, in combination with steam
formed by the water 66 within the heat exchanger 26, provides steam
reforming of the fuel 72. After passage through the heat exchanger
26, a resulting heated output stream 67 is output via an outlet 65.
In this particular embodiment, the resulting heated output stream
67 is output as a flow of reformed gaseous fuel 124 that is split,
with a portion injected into combustor 34 of the core engine 12 and
a portion injected into the augmentor 16 via the fuel injectors
52.
[0036] During operation, the first fluid stream 60 is compressed by
the high-pressure compressor 32 and is delivered to the combustor
34. Moreover, the compressed airflow from the combustor 32 drives
the rotating high-pressure turbine 36 and exits the core engine 12
as an exhaust flow stream 74. The exhaust flow stream 74 is ducted
via the exhaust duct 40 to the turbines 44 of the bypass flow
turbomachine 14 and drives the turbines 44.
[0037] Alternate fuels such as liquid natural gas (LNG) or
thermally stabilized liquid fuels may be considered for the heat
exchanging medium 62 for use in the high-speed propulsion system
disclosed herein. In an embodiment, storage for the LNG may be
included. During operation the LNG would be vaporized and heated in
the inlet heat exchanger 26 and delivered to the two combustion
systems in a gaseous state. As compared to jet fuel, LNG has a much
higher sensible heat sink potential as it must first undergo the
process of vaporization (latent heat of vaporization.about.200
Btu/lbm) and it can be heated to a high temperature (up to almost
2000 R) without breaking down. While LNG has a slightly lower
volume-specific energy density than jet fuel, its potential as a
heat sink in the heat exchanger 26 may provide an overall system
benefit. In addition, fuel reformation may also be included in a
high-speed propulsion system including an LNG fuel system.
Thermally stabilized liquid fuels may also be considered. For
example, JP-900 jet fuel, a coal-based liquid fuel developed by the
Energy Institute of Pennsylvania State University (Penn State), has
been found thermally stable at temperatures up to 1350 R.
[0038] Referring now to FIGS. 5-9, illustrated are alternate
embodiments for disposing the high-speed propulsion system as
disclosed in a vehicle. More specifically, illustrated in FIG. 5 is
a high speed propulsion system 200, such as high speed propulsion
system 10, 100, 110 or 120 of FIGS. 1-4, disposed in a vehicle 202,
such as an aircraft. In this particular embodiment, the high speed
propulsion system 200 is configured to split an incoming fluid
stream 204, with a portion directed to a heat exchanger 26 and a
core engine 12, via an isolator 30, as a first fluid stream 60 and
a portion directed to a bypass flow turbomachine 14 including an
augmentor 16, via an isolator 46, as a second fluid stream 76.
[0039] FIG. 6 illustrates another configuration of a high speed
propulsion system 200, such as high speed propulsion system 10,
100, 110 or 120 of FIGS. 1-4, disposed in a vehicle 202. As
illustrated, the high speed propulsion system 210 is configured to
split an incoming fluid stream 204, with a portion directed to a
heat exchanger 26 and a core engine 12 as a first fluid stream 60
and a portion directed to a bypass flow turbomachine 14, including
an augmentor 16, as a second fluid stream 76. In this particular
embodiment, the an isolator 212, generally similar to isolator 46
of FIG. 1, is configured to include the heat exchanger 26 with a
boundary layer flow 214 of the incoming fluid stream 204 being
drawn into the heat exchanger 26, and passing therethrough into an
inlet 216 of the core engine 12. The boundary layer is sucked out
of the main flow and through the heat exchanger 26 resulting in
improved pressure recovery in the isolator 212 for the bypass flow
turbomachine 14. The result is improved overall engine performance.
In an embodiment, optional flaps 218 at a leading end 219 of the
heat exchanger 26 may be included to permit the air flow into the
core engine 12 at low Mach numbers, so as to bypass the heat
exchanger 26.
[0040] Referring now to FIG. 7, illustrated is another
configuration of a high speed propulsion system 220, such as high
speed propulsion system 10, 100, 110 or 120 of FIGS. 1-4, disposed
in a vehicle (not shown). As illustrated, the high speed propulsion
system 220 is configured to split an incoming fluid stream 204,
with a portion directed to a heat exchanger 26 and a core engine 12
as a first fluid stream 60 and a portion directed to a bypass flow
turbomachine 14, including an augmentor 16, as a second fluid
stream 76 or toward a scramjet 222 disposed about core engine 12
and the a bypass flow turbomachine 14. One or more flaps 219 are
provided to direct the second fluid stream 76 toward the bypass
flow turbomachine 14 or the scramjet 222 dependent upon power need.
Similar to the previous embodiment, an isolator 212, generally
similar to isolator 46 of FIG. 1, is configured to include the heat
exchanger 26 with a boundary layer flow 214 of the incoming fluid
stream 204 being drawn into the heat exchanger 26, and passing
therethrough into an inlet 216 of the core engine 12.
[0041] Referring now to FIG. 8, illustrated is another
configuration of a high speed propulsion system 230, such as high
speed propulsion system 10, 100, 110 or 120 of FIGS. 1-4, disposed
in a vehicle (not shown). Similar to the embodiment of FIG. 7, the
high speed propulsion system 230 is configured to split an incoming
fluid stream 204, with a portion directed to a heat exchanger 26
and a core engine 12 as a first fluid stream 60 and a portion
directed to a bypass flow turbomachine 14, including an augmentor
16, as a second fluid stream 76. In addition, a separate incoming
fluid stream 232 is directed toward a scramjet 222 disposed about
the core engine 12 and the bypass flow turbomachine 14. Similar to
the embodiment described with regard to FIG. 6, in an embodiment,
optional flaps (not shown) at a leading end of the heat exchanger
26 may be included to permit the air flow into the bypass flow
turbomachine 14 at low Mach numbers, so as to bypass the heat
exchanger 26. Similar to the previous embodiment, an isolator 212,
generally similar to isolator 46 of FIG. 1, is configured to
include the heat exchanger 26 with a boundary layer flow 214 of the
incoming fluid stream 204 being drawn into the heat exchanger 26,
and passing therethrough into an inlet 216 of the core engine
12.
[0042] FIG. 9 illustrates yet another configuration of a high speed
propulsion system 240, such as high speed propulsion system 10,
100, 110 or 120 of FIGS. 1-4, disposed in a vehicle (not shown). In
contrast to the previous embodiments of FIG. 5-8, the high speed
propulsion system 240 is configured to split an incoming fluid
stream 204, with a portion directed to a heat exchanger 26 and a
core engine 12 as a first fluid stream 60 and a portion directed to
a bypass flow turbomachine 14, including an augmentor 16, as a
second fluid stream 76. In this particular embodiment, the heat
exchanger 26 is centrally disposed and in alignment with the core
engine 12. The bypass flow turbomachine 14 is disposed about the
core engine 12.
[0043] Accordingly, disclosed herein is a high speed propulsion
system that provides inlet cooling, while minimizing stagnation
conditions at the inlet. The disclosed system minimizes development
and unit costs by leveraging existing engine technology while
providing a novel solution for high-speed flight. In addition, new
advances in technology, and in particular additive manufacturing
techniques, such as direct metal laser melting (DMLM), allow for
fabrication of intricate geometries, in particular with respect to
heat exchanger designs, for use in the disclosed high speed
propulsion system. In addition, lightweight, high-flux heat
exchangers with very thin-walled tubing are anticipated for use in
the high speed propulsion system as disclosed herein.
[0044] It is to be understood that not necessarily all such objects
or advantages described above may be achieved in accordance with
any particular embodiment. Thus, for example, those skilled in the
art will recognize that the systems and techniques described herein
may be embodied or carried out in a manner that achieves or
improves one advantage or group of advantages as taught herein
without necessarily achieving other objects or advantages as may be
taught or suggested herein.
[0045] While the technology has been described in detail in
connection with only a limited number of embodiments, it should be
readily understood that the specification is not limited to such
disclosed embodiments. Rather, the technology can be modified to
incorporate any number of variations, alterations, substitutions or
equivalent arrangements not heretofore described, but which are
commensurate with the spirit and scope of the claims. Additionally,
while various embodiments of the technology have been described, it
is to be understood that aspects of the specification may include
only some of the described embodiments. Accordingly, the
specification is not to be seen as limited by the foregoing
description, but is only limited by the scope of the appended
claims.
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